Railway draft-rigging.



J.F.0WONNOR RAILWAY DRAFT RIGGING.

APPLICATION FILED MAR. 4, 1914.

Patented Mar. 9, 1915.

THE NORRISJHETER: Lamm-..11 nu.. wnbmlvu ruw, u. C.

IN VEN TOR.

f Zappa/f 15' TTOR Y.

AUNITED STATES FATENT FFICE.

JOHN F. OCONNOR, OF CHICAGO, ILLINGIS, ASSIGNOR TO WILLIAM I-I. MINER, OF CHICAGO, ILLINOIS.

RAILWAY DRAFT-RIGGING.

Specification of Letters Patent.

Patented Mar. 9, 1915.

Application led March 4, 1914. Serial No. 822,405.

To all whom it may concern.'

Be it known that I, JOHN F. OCoNNoR, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Railway Draft-Rigging, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a partof this specification.

My invention relates to improvements in draft rigging for railway cars.

The object of myinvention is to provide a draft rigging of eficient operation, and one adapted to easily start the car to which the same is applied.

In the drawings forming a part of this specification, Figure 1 is a plan view partly in horizontal section and partly in longitudinal section of a draft rigging embodying my invention; Fig. 2 is a side elevation partly in vertical longitudinal section on line 2-2 of Fig. 1; F ig. 3 is a cross-section on line 3 3 of Fig. 1.

Referring to the drawings, the numerals 4 -4 indicate draft-sills or parts of the carframe to which the draft rigging is applied. A draft-gear 5 is mounted between the sills in a manner hereinafter described. The said draft-gear comprises a shell 6 having an upper chamber 7 and a lower chamber 8, the said chambers being in vertical twin arrangement. Each of said chambers is open at its forward end 9, and closed at its rearward end by the preferably integral plate 10. Rearwardly of each chamber the shell is provided with preferably integral collars 11-11, each forming a rearwardly opening recess 12 to receive a set of preliminary springs 13. The said sets of preliminary springs each comprise preferably an outer spring 1A and an inner spring 15,` the springs in each chamber 12 being seated at their forward ends against the adjacent plate 10, and being each rearwardly seated against the follower 16. The follower `16 comprises a plate 17 of sufficient dimensions to engage against the preliminary springs in each chamber 12, and is provided with a forwardly extended collar" 18 adapted to surround the walls of the preliminary spring chambers 12. The shell 6 at its rear ward end is providedwith the shoulder 19, against which the collar is engaged upon full compressing movement of the preliminary springs in the chambers 12-12. The follower 16 is connected with the draw-bar by draft arms .20-20 located on either side thereof, said arms being keyed to the follower 16 by a key 41, more particularly hereinafter described, said arms being also provided with elongated slots 21.--21 at their forward ends by which the same are connected to the draw-bar 23 by coupler key 22. rIhe rear portion only of the drawbar is shown in the drawings. The said arms 20-20 are adapted to reciprocate in oppositely arranged grooves 2A-24, which extend longitudinally in the cheek-plates 25-25, the said cheek-plates being attached to the draft-sills by the rivets 26-26, and having front stop-shoulders 2727 and rear stop-shoulders 28-28. The couplerlrey 22 also passes through longitudinally extended slots 29-29,passing through the forward ends of the cheek-plates and through the adjacent portions of the draft-sills 4 4. The slots 21-21 in the draft-arms 2O are suitably rearwardly extended to permit the rearward movement of the draw-bar without strain upon the coupler-key, the said key sliding therein in bufling movement and engaging against the forward ends of said slots in pulling movement of the rigging. Each chamber,.7 and 8 respectively, in the shell 6 contains the friction elements 31, comprising the friction shoes 32-32 and the wedge 33, each of said wedges being in engagement against the front follower 30, and each of said chambers also contains the spring elements 34 mounted betweenl the rear end of the chamber and the friction elements. The spring elements 34 each comprise preferably an outer spring 35 and an inner spring 36. A connecting rod 37 is extended between the friction elements and the rear plate 10, effecting the closure of the rear'end of each shell to hold the parts in each chamber in assembled position. The follower 16 is provided at either side with an elongated slot 38, the said slots 38 registering with the slots 39-39 through the draft-arms, and with the elongated slot 40 through the shell between the upper and lower chambers 7 and 8. A key 11 passes through the said alined slots and through slots Li2-42, through the cheek-plates and adjacent portionsof the draft-sills 4. The slots 42-42 are suitably forwardly extended to permit the forward travel of the key 41 therein on forward movement of the draftearms. The draft-gear is supported at its forward end by the tie-plate 43, which is suitably secured to the draft-sills 4 by the bolts f4-44. At its rear end the draftgear is supported by the key 41.

fn normal position of the parts of the draft-rigging as illustrated in the drawings, the front follower engages against the front stop-shoulders, and the rear follower 16 is in engagement against the rear stop-shoul-` f 41 during such movement remains stationary in reference to the draft-arms 20, and the rearward movement of the shell upon the key is permitted by the forward longitudinal extension of the slot 40. The prelimi nary springs are compressed until the collar 18 of the follower 16 engages the shoulder l19 of the shell; thereupon the parts within the chambers 7 and 8 are compressed, the rearward movement of the friction elements being resisted by the pressure of the spring elements ,A and the frictional actionl of the friction elements against the in ner faces of the chambers 7 and 8.

It will be apparent that the initial action of the parts within the chambers 7 and 8 may commence before the complete com pression of the preliminary springs, but in preferable construction the preliminary springs capacity is such in relation to the compression-resisting capacity of the parts within the chambers 7 and 8 that the initial movement of the shell will first compress the preliminary springs before any appreciable movement of the parts within the chambers 7 and 8 takes place.l O'nfo'r-4 ward movement of the draw-bar, the couplerkey 22 engages against the forward ends of the slots 21 inthe draft-arms 20, and the e front follower 30 being in engagementl i follower is drawn forwardly, compressingl the preliminary springs until the forward` movement of the follower 16 is stopped by against the front stopshoulders 27 the rear the engagement fof the collar 18 against the shoulders 19, whereupon on continued forward movement of the draw-bar, `the parts within these chambers 7 and 8 are com-1A pressed.

I claim-:-n 1. ln a draft rigging for railwayicars,;the

"combination with a draw-bar, draft sills and stop members secured to the inner sides of the draft sills and provided with rear stop shoulders, of front and rear followers,

a draft gear comprising a. shell provided with chambers in vertical twin arrangement z therein, friction and springelements in each of said chambers, and a transversely eXtend ing key, the rear follower being ',slidably connected to the shell and the key passing through the shell and draft sills to slidably engage the rear follower with the shell, the rear follower abuttingthe rear stop shoulders under buff kand in normal position A,of the parts.

2. In a draft rigging for railway cars, in combination, draft sills, stop members secured thereto and provided with rear stop4 JOHN F. @"CONNOR.

Witnesses:

l/ViLLiAM H. HAIGHT, Canam G., RANZ.

Copies of this patent may be obtained for `ve cents each, by addressing the Commissioner of Patents.

Washington, D. C. 

